The total quantity of ballast supplied to shipping in the year 1848 was 615,619 tons, or thereabouts; such ballast being gravel raised from the bed of the river Thames and delivered alongside of vessels, either lying in the different docks or being afloat in the stream between London-bridge and Woolwich.
The number of vessels employed in this service is 69, viz:—
| Men. | ||
| 3 | steam dredging-vessels, having 8 men in each | 24 |
| 43 | lighters, having 4 men in each | 172 |
| 9 | lighters, having 5 men in each | 45 |
| 14 | barges, having 2 men in each | 28 |
| 69 | Total | 269 |
The ballast is delivered into the vessels from the lighters and barges by men called ballast-heavers, who are employed by the vessel, and are not in the service of the Trinity House.
I now come to the nature of the ballast labour itself. This is divisible into three classes: that performed by the ballast-getters, or those who are engaged in raising it from the bed of the Thames; by the ballast-lighters, or those who are engaged in carrying it from the getters to the ships requiring it; and by the ballast-heavers, or those who are engaged in putting it on board of such ships. The first and second of these classes have, according to their own account, “nothing to complain of,” being employed by gentlemen who, judging by the wanton neglect of labouring men by their masters, so general in London, certainly exhibit a most extraordinary consideration and regard for their work-people; and the change from the indifference and callousness of the coal-merchants to the kindness of the corporation of the Trinity House is most gratifying. The ballast-heavers constitute an entirely different class. They have every one, to a man, deep and atrocious wrongs to complain of, such as I am sure are unknown, and which, when once made public, will at once demand some remedy.
I must, however, first deal with
The Ballast-Getters.
Of these there are two sub-classes, viz. those engaged in obtaining the ballast by steam power, and those who still procure it as of old by muscular power.
Of seven dredging-engines employed in the collecting of ballast from the bed of the Thames there are three, the Hercules, the Goliath, and the Samson. These are now stationed respectively in Barking Reach, Half Reach near Dagenham, and the bottom of Half-way Reach off Rainham. Most persons who have proceeded up or down the Thames will have perceived black unshapely masses, with no visible indications that they may be classed with steam-vessels except a chimney and smoke. These are the dredging-vessels; they are of about 200 tons burden. The engines of the Hercules and the Samson are of 20-horse power,—those of the Goliath are 25. When the process of dredging is carried on, the use of the dredging-vessel is obvious to any spectator; but I believe that most persons imagine the object to be merely to deepen the river by removing inequalities in its bed, and so to render its navigation easier by equalizing its depth, and in some degrees checking the power of cross-currents. Few are aware that an ulterior object is gained. I visited one of these steam-dredgers, and was very courteously shown over it. The first feeling was an impression of the order, regularity, and trimness that prevailed. In the engineers’ department, too, there was an aspect, as well as a feeling, of extreme snugness, the more perceptible both to the eye and the body from its contrast with the intense cold on the muddy river outside, then running down in very strong ebb. In the engineers’ department there was more than cleanliness; there was a brightness about the brass-handles attached to the machinery, and, indeed, about every portion of the apparatus at all susceptible of brightness, which indicated a constant and systematic attention by well-skilled hands. Each dredger carries eight men, the master (called the captain, commonly enough, on the river), two engineers, an engineer’s assistant, two legsmen (who attend to the ladders), and three men for general purposes. They are all called engine-men. The master of the dredger I visited had the weather-beaten look of the experienced seaman, and the quiet way of talking of past voyages which is found generally in men who have really served, whether in the merchant service or royal navy. He resided on board the dredger with his wife and family, the principal cabin being a very comfortable parlour. All the men live on board, having their turns for visit to the shore from Saturday morning, noon, or evening (as their business permits), to Monday morning. Their sleeping-places are admirable for cleanliness. All the dredgers are under the control of the corporation of the Trinity House. They are, as it was worded to me, as strong as wood and iron can make them. But for secure anchorage these dredgers would soon go adrift. Colliers beating up or down occasionally run against the dredgers: this happens mostly in light winds, when the masters of these colliers are afraid to let go their anchors. The machinery consists of a steam-engine and spur-gear for directing the buckets. The application of the steam-power I need not minutely describe, as it does not differ from other applications where motion has to be communicated. It is connected with strong iron beams, having cogged and connected wheels, which when put into operation give upward and downward motion to the buckets. These buckets are placed on ladders as they are called, one on each side the vessel. These ladders (or shafts) consist of three heavy beams of wood, firmly bolted together and fitted with friction-wheels. To each ladder 29 buckets are attached, each bucket holding 2½ cwt. of gravel. Each bucket is attached by joints to the next, and a series of holes permits the water drawn up with the deposit to ooze out. When the bucket touches the bottom of the river it dips, as it is called. A rotary motion being communicated, the construction ensures the buckets being brought up flat on the ladder until a due height is attained, when the rotary (or circular) motion again comes into play, and the contents of the bucket are emptied into a lighter moored alongside, and the empty bucket is driven down to be refilled. The contents so drawn up are disposed of for ballast, which is the ulterior purpose I have alluded to. Upon an average the buckets revolve once in two minutes. That time, however, varies, from the nature of the bed of the river. The Goliath and the Samson being fitted up with marine engines drive the fastest. The three vessels have for the last year worked within a circle of a mile. The quantity of ballast raised depends upon the demand, as well as upon the character of the deposit at the bottom of the river. Between 900 and 1000 tons have been raised in 7½ hours, sometimes in a like period less than 300 tons have been raised. The dredger I was on board of has taken in a year from 180,000 to 190,000 tons. A stratum of mud 2½ feet had been raised, then 3 feet of gravel, and a chalk bottom was anticipated. In some places 15 feet have been so cleared away to a chalk bottom. In others 15 feet have been so worked off, and no bottom but gravel reached. The gravel lies in shoals. Sometimes the dredgers come to hard conglomerate gravel, as compact as a rock. No fossils have been found. In a few places a clay bottom has been met with. The men in the dredgers are paid according to the number of tons raised, the proceeds being duly apportioned. They work as frequently by night as by day, their labour depending upon the time when an order for a supply of ballast is received. Each lighter holds 60 tons of ballast. The dredgers above bridge are the property of individuals working with the concurrence of the civic corporation of London. Those below bridge are, as I have said, under the control of the corporation of the Trinity House. The Hercules was the first Trinity House dredger worked by steam. Private individuals, however, employed steam sooner than the Trinity House authorities to draw up materials to mix with lime for building purposes. The first Trinity House steam-dredger was started in 1827.